Internal-combustion engine.



J. KOENIG.

INTERNAL GOMBUSTION ENGINE.

APPIIGATION FILED APR. 1, 1913.

Patented Feb. 9, 1915.

meme

2 SHEETS-SHEET l.

m @@MQ J. KOENIG.

INTERNAL GOMBUSTION ENGINE.

` APPLICATION FILED APR. l, 1913.

L1 g'g, Patented Feb. 9, 1915.

2 SHEETS-SHEET 2.

JOSEPH KOENG, 0F TWO RIVERS, WISCOSIN.

lNTERNAL-CUMBUSTON ENGINE.

intensas.

Speeication of Letters Patent.

Patented llieb. 9, ll.

Application filed April 1, 1918. Serial No. ?58,1l.

To aM l@cham it may concern.' .Be 1t known that l, Josnrr-r Kennis, a citizen of the United States, and resident of ITwo Rivers, in the county ci Manitowoc;

and State of Wisconsin, have invented cer' tain new andv useful improvements inlnternal-Combustion Engines; and l do hereby declare that the following is a full, clear, and exact description thereoi.

My invention in a general way refers to internal combustion engines of that character disclosed in an application tor patent led by me March 7, 1911, Serial No. 612,878, for improvements in internal combustion engines.

ln the above referred to application l employ a working cylinder andan artilicially cooled compression cylinder, which cylinders are directly connected lby means' of a passage or chamber containing thermal bodies." Charges of compressed air, reduced in temperature, are discharged from the compression cylinder into the working cylinder through the passage, the air being heated in its travel therethrough and converted into a gaseous vapor by means of the admission of oil tiiereto,fafter said air has traveled through the passage. Succeeding this operation the hot spent gases resulting from a subse uent ex losion are expelled from the working cylin er through the thermal passage, from which passage they are scavenged by a suitable valve controlled port, whereby the thermal bodies contained in saidv assage will absorb a large percentage ofeat that is given ofi' incidental to the travel of a fresh charge of air through said passage.

My present invention has for its general object to increase the eiliciencyand scope of v en ines of the above refrred to type.

peciic objects of my invention are to provide a storage reservoir for the reception of cool compressed air that is delivered thereto directly from a compressor, said compressor being equipped with Aa cooling medium whereby the air is lowered in temperature during compression; to provide a throttle valve forV controlling communication between the air storage reservoir and thermal chamber, through which chamber the air is arranged to travel prior to being delivered to the firing head ot' the engine cylinder; to provide balanced cut-od' valve for controlling the admission oi' air from the reservoir to the thermal passage, the said valve-being preferably of the oscillatory type and so balanced that it will compensate pressure in either direction.; to provide an actuating means for the cut-on valve and reversing gcar for the actuating means, whereby the utility ot the engine is increased in scope, the said reversing mecha- `of superheated air to supply the proper amount of oxygen, and t provide means for causing `the vaporized oil to be discharged into the mixing chamber of the thermal passage in pulsating jets that are synchronized with the movement of the engine piston and also the controlling valve which supplies air to the thermal passage.

With the above and other minor objects in View the invention consists in certain peculiarities lof construction and combinatlon of parts as set forth hereinafter with reference to the accompanying drawings and subsequently claimed.

vln the drawings Figure l represents a dia.

grammatic view of one form ot an engine embodying the features of my invention, certain of the parts being in section to more clearly illustrate structural features, and Fig. 2, a similaridiagrammatic view illustrating my preferred form of fuel oil distribution, and Fig. 3,'azsectionalplan' view oi2 a reversing gear, the section'being indicated by line 3-3 of Fig. 2. Y

Referring by characters to Fig. il ot the drawings, l represents an engine cylinder which may be suitably jacketed for cooling purposes, and 2 a piston therefor. The tiring head of they cylinder is provided with a 'port 3 communicating with the discharge end of a thermal chamber or passage 4, into which passage is arranged a series of thermal plates 5. The discharge end of the passage is expanded to form a mixing chamber 6, the head 6 of the same constituting a hot bulb, by means of which bulb the gas `mixture is exploded. `The mixing chamber 6 of the thermal passage as shown, is preferably provided with a baille-plate 7, whereby air discharged from between the thermal plates of the passage is deflected toward the nozzle of an oil feed pipe 8, through which vaporized fuel oil is supplied in the desired quantity for producing the carbureted mixture. The oil feed-pipe 8 communicates with an oil channel 10 that is formed in the engine cylinder, the said fuel pipe being provided with a mechanically actuated valve 9, whereby-the flow of oil is controlled. A

branch supply-pipe 8 is connected to a pump 11, which pump is supplied with oil by means of a check valve controlled pipe l1 that leads from a suitable reservoir, not shown. The branch supply-pipe 8 is also provided with a check-valve and a pressure regulating valve 12, from which valve a return pipe 12 leads back to the reservoir referred to. As shown, the pump 11 i'sprvided with a spring-controlled piston-rod 13,

` the end of which rod engages a rocker-arm engine (not shown) or otherwise driven in synchrony therewith, it being understood that where more than one cy inder is empleyed that eachA of the same are provided with separate cam-controlled valvev gearing. The valve 9 which controls the supply of oilI vap'or,.as shown, is connected toa springcentrolled bell-crank 9', one arm of the same having linked thereto a thrust-rod 9,

' which thrust-rod is adapted to engage a rocker-arm' 14. The said rocker-arm' is connected to the reverse lever 15 in a similar manner to that previously mentioned in counection with the rocker-arm 14. I The end of the rocker-arm 14 also carries'an anti-fric- -tion rollerwhicli is adapted to be engaged byY a'secondcam 16 that is rotative with the cam 16, its high point being rocked back of the high-working point of the said cam. Hence itis apparent that'the action of the cam surfaces will rst'impart motion to the rockerarm 14,'whereby'air is admitted to the thermalfpassa-ge-and coincident 'to closing of the air-controlling valve 18 the cam set to open when the pressure of the oil' reaches a predetermined degree, whereby said oil is forced back into the reservoir through the return-pipe 12. It is also apparent that I may in some instances employ .any well-known type of governor for controlling the opening ofthe valve 9 and in order u to provide an adjustment for said valve to regulatev thesupply of oil the rocker-arm 14 is equippedwith a shoe, whereby it may besetto increase or diminish the play of the needle-point of said valve, it being understood that said rockerarm is advanced and retracted in a reversing operation with itscompanion rockerarm 14. Thus when the lever 15 is actuated to throttle the air-valve 18 for low speed, the fuel valveis correspondingly restricted in its feed.

The'receiving end ofthe thermal passage -l is provided with a port 4', which port-is controlled by an oscillatory valve 18 that is preferably of the butterfly type, the same being mounted in' a valve-Casin 18. The said receiving end of the therma passage is also provided with a valve-controlled eX- haust port 19'through which the spent gases are discharged.v Air is admitted to the valve-casing 18 through a pipe 20, which pipe' is provided with a throttle-valve 21 and communicates with-an air storage reservoir 22, the valve being suppliedfor the purpose of regulating the ainount of air to e discharged intov the thermal chamber during a known interval of time incidental to the .port Mbeing open. The reservoir 22 also has a valve-controlled branch-pipe 23 that isin direct communication with the ,t

ring head of the cylinder, it being' understood that this branch-pipe may be, provided with couplings corresponding in number to the -cylinders of the engine.

In order to maintain a constant supply of air,` under the desiredL pressure, to the reservoir 22 I provide a compressor cylinder 24, which cylinderv is preferably equal in area to one-half of the engine cylinder, in 4 order to obtain the most eiiicient and economical results. The compression `cylinder' is provided with a piston 25, the same being operated through apitman connection to the engine crank-shaft (not shown).

means for utilizing the engine power to without departing from the 'spirit of my It'. should be understood, however', that any invention. yIt is also apparentv thatl under' the conditions explained that the' timing of terial.

thecompressor and engine pistons is immaln order that the power to drive the compressor may be reduced-to a minimum I pro vide means for efi'ectually cooling the air incidental to its compression. This means comprises a Water-jacketed head 26 for the compressor cylinder, which head carries a series of hollow thimbles 27 that project yinto the chamber portion and about which that a charge of air introduced through the valve-controlled nipple 29 is compressed and reduced in temperature during such compression, owing to the large area of the cooling surface, the compressed charge bei. ine thereafter expelled into the air reserof the cylinder.

voir 22 through a valve-controlled pipe 30.

Fig. 2 illustrates my preferred form oil fuel oil distribution, the arrangement' and construction being such that the fuel oil nis first heated to a if'aporizing point, h v circulating about the engine cylinder and thereafter superheated before being discharged into the mixing chamber of the thermal pas.v sage.

The preferred construction for accomplishing the above result comprises .a jacket which entirely envelope the engine cylin der to forni an oil chamber' l-O, which oil chamber surrounds the side walls and head The oil is led to the chemu ber l0' through a valve-controlled supplyn pipe 8', whereby the temperature of the oil in said chamber 1s increased to a vaporizing point. The vaporized oil is thereafter delivered from the top ofi the chamber 10 through 'the :fuel-pipe 8, which pipe in this instance passes'in'to a vent-stack 38 and is there Wound in a. series of coils 8, the ends of the coiled series being` extended out 'through the stack, `from which point the supply-pipe 8 terminates Withthe' valvecontrolled nozzle that is arranged to discharge into the mixing chamber of the pas? sage 5 in a similar manner to that described in connection `with Fig. i of the drawings. lhe gas-pipe 8e is extended into the stack 38 and is arranged with a tip which is adapted to discharge a flame upon the 'bulb 6i, whereby said bulb is heated tothe desired temperature in order to effect an ex-l plosion of the gases therein. 4

From the foregoing description it is apparent that at the completion of the enha-ust stroke oi' the engine piston the spent gases will be Jforced through the passage and discharged ough the valve-controlled air when the comreversal the previously been heated by the spent gases',

will thus heat the air and cause the same to expand materially as it reaches the explosion chamber 6, it being understood that Y aA small quantity of the hot spent gases which are retained in the passage now commingle with the compressed air. The said air, after reaching the explosion chamber of the passage is dedected past the mouth of the oil discharge pipe, which pipe at the Sametime vvill deliver a jet of oil through action oi the pump, which action is effected by the cam 16 being timed with relation to movement of the engine piston. Hence the quantity or" vaporized oil discharged at this time against the incoming air will be immediately mixed With air and coiningin contact with the hot bulb, the said carbureted air is exploded, the force of lwhich explosion is exerted upon the head of the engine piston, whereby a Working stroke will result. lt should be understood also that coincident tothe discharge ot the ne jet 'of oil vapor into the mixing chamber that the controlling valve 18 vvill be closed. oscillatory movement of which valve being imparted thereto through the rockerarm l-l which is in link connection with seid valve. vBy ceiling the oil supply-pipe 8 within the stach 33 it is manifest that said oil, after being heated through contact with the v engine cylinder, is superheated to a certain degree through the inlluence of the exhaust heat which rtravels through the stach-from the gas jet that serves to maintain the hulb at the desired temperature.

ln order to edect roper timing relations between the oil-supp y valve 9 and the valve l8 in reversing the engine, a third cam 16 is mounted upon the cam-shaft upon a di'ftally by a detent lever 15', which lever is adapted to be locked into either of a pair o1?. sockets that are ormed in a web of the reversing lever l5. By this arrangement the rocker-arm let can be shifted with relation to its horizontal plane, whereby the antifriction roller at its end vwill engage either 25 the cam-surface 16 or the cam-surface 16, these tvvo points being positioned equal distances *from the center point of the hi h working face of cam 16. Hence when t e position or the mechanim is ehenged tor sharm le is posit ved The pivot "as to act in timed relation with the rocker- Aarm 14 when/ the engine is at high or low speed forward or isA reversed.

While I have shown and described a heated bulb foi-exploding the gases, it is appar- -ent that I may, in some instances, employ any other well known means for generating a spark, whereby said gases are ignited.

An internal combustion engine comprising a cylinder, a piston, therefor, a thermal passage having its discharge endl in.

u communication with the firing head of the cylinder, an air storage reservoir in communication with the air receiving end of the passage, a controlling' valve for said air, actuating mechanism for the controlling valve, a valve-controlled .exhaust port in communication with the air-receiving end of said passage, oil supply means in communication with the discharge end of the passage, a compressor inl communication with the air reservoir, and a cooling medium disposed about the head of the compressor.

2. An internal combustionengine comprisin'g a cylinder, a jacket disposed about the l cylinder to form an oil chamber, a piston for the cylinder, a passage having its discharge end in communication with the firing head'of the cylinder, an air storage reservoir in communication with the air-receiving end of the passage,;a controlling valve for said air, a valve-controlled exhaust port in communication with the air-receiving end of said passage, a bulb-head for the discharge end of thepassage, means for su .plying a jet-flame to the bulb, a stack disosed about said bulb and jet-flame, means or Ysupplying oil to the chamber about the cylinder, an oil delivery pipe in communication with the cylinder chamber Vand discharge end of the assage, the oil-delivery pipe being provide 'with a coil within the pressed air reservoirl in communication Withvalve'for regulating the admission of air to stack, a pump in communication with the oil delivery pipe, and means for actuatin the pump -1n synchrony with the engine piston.

3. A n internal combustion engine comprising a cylinder, a piston therefor, a passage having its discharge end in communication with the' firing head of the' cylinder, a comthe intake end of the passa-gaa controlling the intake end of saidpassage, a shiftable gear in connection with the air-controlling valve, whereby the admission vof air can be retarded or advanced with relation tothe position of the en ine piston, a valve-controlled exhaust por, in the intake end of the aforesaid passagea fuel supply means, an

l 'oil pump 1n communication "therewith, and

rne'ans `for heating, the oil. I I Y fl. internal' combustion engine comprising a cylinder,arpistoirtherefoma thermall passage* having discharge vend in comceivin munica-tion `With the firing head of the cylinder, an air storage reservoir in communication with the air-receiving end of the passage, a valve for controlling the admission ofsaid air to the passage, actuating mechanism for the controlling valve, 'a cam-controlling reversing gear for the valve-actu- 'l ated mechanism, a second communication bef tween the reservoir and firing head of the engine cylinder, a manually controlled valve for regulating the admission of air through said siuperheated oil to the discharge end of the communication, means for supplyingu before mentioned passage, and a positively. A

actuated valve for controlling said oil supply- 5. An int rnal combustion engine comprising a jacketed cylinder, a piston therefor, a thermal passage having its discharge end in communication with the firing head of the cylinder, anv air storagereservoir in communication with the air-receiving end of the passage, a controlling valve for said air, a reversible actuating -gear for the air-controlling valve, a valve-controlled exhaust ing a cylinder, a thermal passage having its discharge end in communication with the firing head of the c linder, an air storage reservoir in communication with the air-reend of the passage, a controlling valve or said air, cam actuatedmec'hanism for the controlling valve, a hand-controlled lever for shiftingthe cam-actuated mechanism, means for locking the lever lin different positions, a valve-controlled exhaust in communication with vthe air-receiving end of said passage, oil supply means in communication wlth the discharge end of the passage, a valve for the oil supply means, and a cam-controlled actuating mechanism for the oil supply valve in connection with the shiftinglever.

7. An internal combustion engine comprising a cylinder, apiston therefor, a thermalpassage having its discharge end in communication'with theA firing head ofthe cylinder, an air storage reservoir incommuni` cation with the air receivin end of the passage, a controlling valve or said air, actuating mechanism for the controlling valve, a .valve-controlled exhaust ort in communication-with the ,air-receivlng end of .said passage, oil- .suppl'y .means in gcommunicamam@ i i tion with the discharge fend of the passage, a the. county of Manitowoc and State of scompressor in communication with the au cousin 1n the prcscnce of two wltnesses.

reservoir and a, reversin ear for the i i actuating; mechanism of the agir-controlling n JOSEPH KOENIG 5 valve; Witnesses: n testimony that claim tho foregoing I MARCELLA J. Gummi',

have hereunto set my hand at Two Rivers in A. H. @Lon 

